• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.7
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• pp.845-857
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• 2020

Compound coastal disasters are a type of natural disaster featuring both internal and external flooding due to rises in sea-level, torrential rains, typhoons, and tsunamis. The, incidence and scale of damage from such disasters is increasing. This aim of this study was to review the current laws and systems managing the phenomenon of the coastal complex disaster, and to derive recommendations for improvements to manage and prevent them. In this study, the Framework Act on the Management of Disasters and Safety, the Countermeasures against Natural Disasters Act, the National Land Planning and Utilization Act, the Coast Management Act, the River Act, and the Sewerage Act were reviewed, with focus on the district-zoning system designated by ministries for the management of natural disasters along the coast. Through a comparison of the purpose and nature of the laws, spatial scope, and management resources, it was judged that it would be desirable to comprehensively manage compound coastal disasters based on the Countermeasures Against Natural Disasters Act. In order to overcome the limitations of the current system and to derive specific measures to improve laws and systems, a questionnaire survey on detailed factors was conducted targeting experts in natural disaster management. The results indicated that it is necessary to improve the current system or introduce a new system for the management of coastal complex disasters, with integrated management of land and sea areas through the installation and operation of integrated decision-making governance by related ministries such as MOIS, MOLIT, MOF, and ME.

• Journal of Navigation and Port Research
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• v.46 no.1
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• pp.18-25
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• 2022

MOF strengthen the law and institutions for safety management after the capsize accident of passenger ship "Sewol" on April 16, 2014. Nevertheless, about 13 cases of marine accidents such as collisions, contact, and stranding have occurred in coastal passenger ships over the past 5 years. Particularly, according to the judgment of KMST, most of the main causes of passenger ship accidents occurred within harbor areas because of the master's improper ship-handling or inattention. And so, this study analyzed four cases of marine accidents on passenger ships that occurred in the port areas and examined the environmental, institutional, material, and human factors that contributed to the master's improper ship-handling and behavior, and the results are as follows. First, as an environmental factor, the size of the turning basin was not enough. Second, as an institutional factor, the VTS control was not properly supported, the master lacked sufficient training for safe ship-handling in the port area and up-to-date charts were not provided. Third, as a material factor, the digital type speed log capable of the ship's speed in real-time was not installed on the ship's wing bridge. Lastly, as a human factor, the master could not take proper bridge resources and the passage plan was not proper. Therefore, it is suggested in this paper that the size of the turning basin should be adjusted to meet the prescribed standards, the master of passenger ships should receive the ship-handling simulation training among other safety training to ensure safe ship-handling of the master in the port area as improvement measures.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.110-111
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• 2023

As carbon neutrality has recently emerged as a global issue, the carbon neutral roadmap of MOF has been established and various strategies have been proposed to achieve carbon neutrality in the entire marine industry. The port sector is also included in the target for greenhouse gas reduction, but emissions are not being measured due to limitations in data collection and no inventory construction. For building a carbon-neutral port, it is essential to calculate and forecast emissions and set reduction targets. Accordingly, in this study, CO₂ emitted from domestic port equipment was calculated according to the IPCC Guildeline's emission calculation method, and future emission was estimated. As a result of the analysis, about 420,000 tons of CO₂ was emitted based on the cargo volume in 2020, and emissions are expected to continue to increase in proportion to the increase and about 720,000 tons will be emitted by 2050. In order to achieve carbon neutrality of the port, it needs to promote emission reduction by converting the power source for oil-based equipment to eco-friendly fuel. Also container and miscellaneous ports which require complicated cargo handling need to effort to reduce CO₂.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.4
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• pp.347-360
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• 2015

Trace metals(As, Cd, Co, Cr, Cu, Fe, Hg, Mn, Pb and Zn) concentrations in surface sediments of Jinhae bay in August of 2013 were measured to investigate the characteristics of trace metals distribution and to evaluate the metal pollution. Assessment for metal pollution was carried out using the sediment quality guidelines(SQGs) such as threshold effects level(TEL) and probable effects level(PEL) proposed by the ministry of onceans and fisheries(MOF) in Korea and geochemical assessment techniques(enrichment factor(EF) and geoaccumulation index ($I_{geo}$)). The mean concentration of trace metals in the sediments are as follows: 11.1 mg/kg for As, 0.52 mg/kg for Cd, 14.1 mg/kg for Co, 69.8 mg/kg for Cr, 57.2 mg/kg for Cu, 3.7 % for Fe, 0.064 mg/kg for Hg, 600 mg/kg for Mn, 40.1 mg/kg for Pb, 167.2 mg/kg for Zn. The spatial distributions of As, Co, Cr and Fe were not distinguished clearly in whole area. However, Cd, Hg, Pb and Zn were high in northern area of bay, and Cu and Mn were high in southeastern and eastern area of bay, respectively. The distribution pattern of trace metals, correlation matrix and R-mode factor analyses results revealed that the distribution of trace metals were mainly effected by the sediment grain size(Co, Cr and Fe), redox condition of sediments(Mn) and anthropogenic factors(As, Cd, Cu, Hg, Pb and Zn). Comparing the concentrations of several trace metals(As, Cd, Cr, Hg and Pb) with SQGs from Korea(TEL and PEL), the concentrations of Hg, Cd and Pb in sediment of northern area of bay were higher than TEL. EF and $I_{geo}$ values of As, Cd, Cu, Hg, Mn, Pb and Zn showed that these metals in sediments are enriched by anthropogenic activities in some areas, and pollution status for Cd, Hg and Pb in northern area and Cu in southeastern area of bay were concerned about current level, although those for As, Mn and Zn were not.

• Tuberculosis and Respiratory Diseases
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• v.45 no.6
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• pp.1252-1264
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• 1998

Background : Patients with established ARDS have a mortality rate that exceeds 50 percent despite of intensive care including artificial ventilation modality, Mortality has been associated with sepsis and organ failure preceding or following ARDS ; APACHE II score ; old age and predisposing factors. Revised ventilator strategy over last 10 years especially at ARDS appeared to improve the mortality of it. We retrospectively investigated 40 ARDS patients of respiratory-care unit to examine how these factors influence outcome. Methods : A retrospective investigation of 40 ARDS patients in respiratory-care unit with ventilator management over 46 months was performed. We investigated the clinical characteristics such as a risk factor, cause of death and mortality, and also parameters such as APACHE II score, number of organ dysfunction, and hypoxia score (HS, $PaO_2/FIO_2$) at day 1, 3, 7 of severe acute lung injury, and simultaneously the PEEP level and tidal volume. Results : Clinical conditions associated with ARDS were sepsis 50%, pneumonia 30%, aspiration pneumonia 20%, and mortality rate based on the etiology of ARDS was sepsis 50%, pneumonia 67%(p<0.01 vs sepsis), aspiration pneumonia 38%. Overall mortality rate was 60%. In 28 day-nonsurvivors, leading cause of death was severe sepsis(42.9%) followed by MOF(28.6%), respiratory failure(19.1 %), and others(9.5%). There were no differences in variables of age, sex, APACHE II score, HS, and numbers of organ dysfunction at day 1 of ARDS between 28-days survivor and nonsurvivors. In view of categorized variables of age(>70), APACHE II score(>26), HS(<150) at day 1 of ARDS, there were significant differences between 28-days survivor and nonsurvivors(p<0.05). After day 1 of ARDS, the survivors have improved their APACHE II score, HS, numbers of organ dysfunction over the first 3d to 7d, but nonsurvivors did not improve over a seven-day course. There were significant differences in APACHE II score and numbers of organ dysfunction of day 3, 7 of ARDS, and HS of day 7 of ARDS between survivors and nonsurvivors(p<0.05). Fatality rate of ARDS has been declined from 68% to less than 40% between 1995 and 1998. There were no differences in APACHE II score, HS, numbers of organ dysfunction, old age at presentation of ARDS. In last years, mean PEEP level was significantly higher and mean tidal volume was significantly lower than previous years during seven days of ARDS(p<0.01). Conclusions : Improvement of HS, APACHE II score, organ dysfunction over the first 3d to 7d is associated with increased survival Decline in ARDS fatality rates between 1995 and 1998 seems that this trend must be attributed to improved supportive therapy including at least high PEEP instead of conventional-least PEEP approach in ventilator management of acute respiratory distress syndrome.